Freight-cap



No. 68,279. Patented Nov. I, I898. F. S. INGOLDSBY.

FREIGHT CAR.

(Application filed Oct. 7, 1897.) (No Model.) 5 Sheets-Sheet I.

.Fwen fol.

w: Monms PETERS co wonxu'mou wnsmncnon. u. c.

No. 6l3,279. Patented Nov. l, I898; F. S. INGOLDSBY.

F R E l G H T C A R (Application filed Oct. 7, 1897.)

5 Sheets-Sheet 2.

(K0 Model.)

ll llllllllllllllll Patented NovJl, I898. F. S. INGULDSBY.

F B E l G H T G A B (Application filed Oct. 7, 1897.)

5 Sheets-Shet 3.

(No Model.)

F. S. INGOLDSBY. FREIGHT CAR.

(Application filed Oct. 7, 1897.)

Patanted Nov. I, I898.

(No Model.) 5 Sheets-Sheet 5.

TH: NORRIS wnzns 00., PHOTO-LITHQ., WASHINGTON 1a.:

UNITED STATES.

PATENT OFFICE.

FRANK S. INGOLDSBY, OF ORIPPLE CREEK, COLORADO, ASSIGNOR TO THE INGOLDSBY WAGON MANUFACTURING COMPANY, OF COLORADO.

FREIGHT-CAR.

srEcI'FIoATIorf forming part of Letters Patent No. 613,279, dated November 1, 1898.

Application filed October 7, 1897. r l NO- 3 (N0 model-l To all whom it may concern.-

Be it known that I, FRANK S. INGOLDSBY, a citizen of the United States, residing at Cripple Creek, in the county of El Paso and State of Colorado, have invented certain new and useful Improvements in Freight-Oars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention is for a railway freight-car, and maybe embodied in its entirety in a car for coal or ore having a dumping-bottom, though some of its features are adapted for use in other than dump-cars.

The invention consists, first, in the arrangement of the central beam, with its strut members and U -shaped bolts for holding the same; second, in the system of bracing of the carbottom, by which it is rendered very strong and rigid; third, in forming a transverse truss above the car-bottom and over the trucks, and thereby obviating the necessity of a deep bolster below the car-floor; fourth, in the arrangement for elevating the dumping portion of the floor of the car and in the controlling and releasing devices of the elevating mechanism, and, lastly, in the arrangement by which the exit of the material when the car is being emptied may be facilitated.

The invention may likewise be said to consist in the combination of parts hereinafter specified, and definitely pointed out in the claims; and I do not wish to be understood as limiting myself to the specific form shown further than the claims require.

The drawings show my complete invention embodied in a dump-car.

Figure 1 is a side elevation of such car. Fig. 2 is a bottom plan thereof, the trucks being removed. Fig. 3 is a central longitudinal section of the car for a little over half its length. Fig. 4 is a vertical transverse section, being taken on the line 4 4 of Fig. 1. Fig. 5 is an end View, partly sectional. Fig.

6 is a vertical longitudinal section of one end of the car, showing an expedient which may be applied for facilitating the discharge of the load. Fig. 7 is a view from the under side of the inclined floor shown in Fig. 6, looking in a direction at right angles to that floor. Fig. 7, showing the manner in which the movable plate is braced and in which the space between its edges and the sides of the car is closed.

Similar letters of reference designate similar parts in the several figures.

Referring to the parts by letters, A represents a truss forming the side frame of the car. There are two of these trusses, one at each side of the car, and they consist of the upper chord a and lower chord a, the struts a and tie-rods a B represents the side-boards of the car, which are secured by bolts 1) or in other proper manner to the struts a Connecting the two beams a, which, as stated, form the lower chords of the side trusses, are the cross-beams O, and extending longitudinally of the car at its center and terminating at these cross-beams O is the central beam D. This beam is supported and braced intermediate of its ends by cross-beams c, which extend from it to the beams a, and the cross-beams c, which extend beneath the said cross-beams c and beneath the central beam D and the beams a. This central beam is enlarged at its middle portion by the addition of the side strips 01 and the top strip cl, each of substantially triangular section, so that the composite beam is itself substantially triangular at its central portion. This central beam is trussed on its under side by the tie-rods E E, which pass through a plate (1 projecting somewhat to each side of the beam D on its upper side and lying against a shoulder formed by a slightly-raised portion d of the beam. This slightly-raised portion begins just over the cross-beam c. The tie -rods E extend from thence diagonally downward under the strut members F and up to a corresponding position at the other end of the car. These strut members have flanges f at their upper ends, by which they are bolted to the central beam by the substantially U-shaped bolt G, which extends over the central beam and the strip d and has its ends projecting downward through the strips d, there being nuts g screwed on the ends of the bolts beneath the flanges f. These U-shaped bolts G, in addition to supporting Fig. 8 is a section on the line 8 8 of the strut members, protect the beam D, binding together its different strips or its fibers. Grooves f are formed at the lower ends of these strut members to receive the tie-rods E. Turnbuckles e are formed on these tierods at their central portions for the purpose of giving them proper tension.

Tie-rods c and 0, extending, respectively, across the bottom framing of the ear and across the car above that framing, bind the bottom and the two side trusses A together and keep the side trusses from bulging outward, while the several cross-beams act as strut or compression members and prevent the side trusses A from bulging inward or from being drawn too close together by the action of tightening these tie-rods. Under some circumstances it may be desirable to dovetail the cross-beams into the longitudinal beams or to make the cross-beams of metal with flanged ends bolted to the longitudinal beams, thus making the cross-beams both tension and compression members and rendering cooperating additional tie-rods unnecessary. It will thus be seen that the framework of the car consists of three trusses, each of the outside ones carrying one-fourth of the load, and the intermediate truss carrying one-half of the load, and all three rigidly braced and tied together.

Cross-beams a extend from the enlarged central portion of the central beam, at the point where it reaches its maximum enlargement,to the beams a, as shown, and thus a rectangular space is left between the central beam and the side beams and the cross-beams 0 It is through this space that the dumping takes place, which dumping is normally prevented by trap-doors, the operation of which will be hereinafter explained.

In order that the car may be rendered extremely rigid against shocks due to bumpin g, &c., I provide diagonal struts II, extending from the junction of the beams O and D to the junction of the beams c and at. These struts brace the center of the car and transmit part of the strain caused at the center line by bumping or otherwise to the outside trusses. The diagonal struts Hare prevented from thrusting the beams a outward by the tie-rods 0 which pass through beams of and struts II at points near the junctions of struts H with beams and a. In order also that bumping may not cause the outer ends of the cross-beam G to bow outward, as would be the tendency, I provide tie-rods I, which extend diagonally inward from the corners of the car. After their junction, which is preferably at a point beneath a prolongation of the beams 0 these tie-rods continue by the single rod 2, which hooks over the flange f of one of the intermediate strut members or is otherwise securely fastened to the center beam. That these tie-rods may exert influence also against vertical disarrangement of the car I cause them to be bent up and near the lower side of the beam 0 over the beam 0, and then, after they join into the rod 2', undera portion of the outermost strut member, an opening f being left in the member to receive the rod 1', and the portion of the member between the upper end of this opening and the beam D acting as a strut for the tie-rod t. It is thus apparent that the car is very rigidly braced against strains in all directions.

In order to make a deep and rigid bolster at the trucks, I form a truss across the car above the bottom thereof at this point. This truss is formed by the cross-beam 0, already referred to,the cross-beam c ,extending across the car over the beam 0 atthe top of the side trusses, the vertical posts J, extending between the beam 0 (which is directly above and in contact with said beam 0') and the beam c and forming compression members, and a set of tie-rods in tension. These tierods are the diagonal rods j, extending from the plates j, carried at the lower corners of the beam 0', to the plates j carried at the diagonally opposite corners of the beam 0 YVith this construction a rigid truss directly above the center of the truck is obtained, making an unusually strong and rigid bolster and allowing the car to be set low upon its wheels, the king-pin of the truck being journaled in the cross-beams c and o and in the center beam D.

The floor of the car consists of the central dumping or trap-doorportion and the inclined ends. These ends are designated K and extend at a suitable angle from the beam c to the beams 0 The floor to the central portion of the car consists of two trap-doors L. If these trap-doors are in their horizontal position, the load is carried by them and the inclined floor K. If, however, the doors are allowed to swing downward, the load slides out through the openings which they leave, and the car is emptied or dumped. The incline of the floor K maybe such that the coal or ore or other material carried will be sure to slide out by gravity when the trap-doors are open, or, if desired, they may not be inclined to this extent, and means may be supplied for causing the surface on which the load rests to temporarily approach the vertical, and thus facilitate the exit of the load. I have shown a means for this eifect in Figs. 6, 7, and S of the drawings herein, and that means will be presently explained.

I will now describe the trap-doors and the means for operating them. These trap-doors (designated L) consist of a desirable number of boards secured together by cleats or straps M. These straps are bifurcated at their inner ends, as at m, and thus extend on each side of the upper corner of the strut member I Eyes m are formed on these bifurcated ends, and pins-.m project through these eyes and through the strut members, whereby the trap-doors are hinged to the strut members down somewhat by having them pass from] and the central beam. The outer ends of these straps project beyond the edge of the trap-door, as shown at m These projecting ends of the straps have hooks formed on them, which are adapted to engage with cooperating hooks it formed on the lower ends of the pivoted bars N. These bars are connected together by the shifting-rod O, which is connected to hand-lever P. This hand-lever is pivoted to one of the struts a and has its upper end guided by the segment-bar Q, to which it is adapted to be locked when the hooks n are in a closed position. The edges of the trap-door are beveled, as shown at Z and Z, and these bevels cooperate, respectively, with the bevel 01 formed on the strip at and the bevel a formed on the inner side of the beam at, as shown. The interlocking hooks m and n are also preferably beveled. These beveled features, (which cause very tight joints to be made between the trap-doors and the rest of the car when the doors are closed,) as Well as the method of operating the interlocking hooks, are shownin Patent No. 551,319, granted to me December 10, 1895.

Secured to the under side of the trap-doors L are the segmental racks B. These racks are arcs of a circle of a little more than a quadrant in length and are placed with the center of their circle in the same axial line as the hinge-pins m. J ournaled in the strut members near their lower corners are the shafts S. To each of these shafts is secured a pinion s, meshing with the segmental rack R. There may be as many of these racks and cooperating pinions as desirable. I consider two sets to each trap-door a satisfactory arrangement.

On the shafts S near their ends are secured bevel-gears 8. These gears mesh with bevelgears 25 on the lower ends of the diagonal rods T. These rods are journaled in bearings f formed at the lower edge of one of the end strut members and may be rotated in those bearings and may also slide through them to a certain extent. Each of these rods T is held near its upper end by a bracket 0 carried by the cross-beam 0 while on its extreme upper end is formed the hand-wheel t. Pivoted to the bracket 0 at a point near the bearing of the rod T, but out of the axial line thereof, is the bifurcated lever t the bifurcated end of which is adapted to bear against a collar t formed on the rod T, below the hand-wheel. If the long end of the lever t is drawn toward the rod T, the latter is forced upward and its bevel-gear t meshes with the bevel-gear s, and a rotation of the hand wheel operates the trap-door. The lever 15 swings near enough into the axial line of the rod T so that the friction on the lever at its end and pivot when the weight of the trapdoor is being transmitted to the rod T is sufficient to keep the lever t in engagement, and this holds the bevel-geart in mesh with the bevel-gear s. This is the position shown in solid lines in Fig. 3. weight of the trap door is withdrawn from ,ttatumt'atn-Wrmmm...

When, however, the

the above-described mechanism, which results when the doors are supported by the hooks n, the lever I? (either immediately or as soon as the car in beginning to move jolts it) will swing out of the engaging position and the rod T will slide downward and the bevelgear t will pass out of engagement with the bevel-gear s, the lever 15 and the bevel-gear t coming into the position shown in dotted lines in Fig. 3. Thus this elevating device is released from the connection with the trapdoor and will not be affected when the trapdoor falls.

In order that the trap-door may be conveniently raised by the hand-wheel 25 when the bevel-gear t is in mesh with the bevel-gear s, I secure to the rod T at a convenient point a crown-wheel having ratchet-teeth, and I provide a pivoted pawl U, one end a of which is adapted to engage with the said ratchetteeth and the other end u of which is formed into a plate adapted to receive the foot of the operator. Thus when the geari and s are in mesh the operator by placing his foot on the plate a has a ratchet arrangement preventing backward movement of the rod T and allowing him to easily rotate the same by the hand-wheel tand thus raise the trap-doors.

In operation the trap-doors are normally closed, and are held in that position by the interlocking hooks m and n. The lever P is in the forward position, as shown in Fig. 1, while the rod T and its cooperating parts are in the disengaged position, the lever i and bevel-geart and the pawl U being each in the position shown in the dotted lines in Fig. 3. With the parts in this position the car is loaded. Then it is desired to dump the car, the lever P is simply thrown to its rear position, thus releasing the hooks n from the hooks m and allowing the trap-doors to swing downward and inward about their hinges by gravity. This movement rotates the shaft S, but does not affect the rod T or its attached parts. After the car has been dumped and it is desired to return the trap-doors to their normal position the long arm of the lever is forced downward, thus drawing the rod T upward and causing the bevel-gear t to mesh with the gear 8', and the operator places his foot on the plate to, thus establishing the ratchet connection, and rotates the handwheel 25 until the trap-doors are in a closed position, or nearly so. It is not necessary for the operator to absolutely close the doors in this manner, for the bevel formed on the hooks n causes the trap-doors to be drawn snugly into place when the lever Pis thrown forward. The pressure of the ratchet-teeth of the crown-wheel against the pawl U when the latter is supporting the weight of the door is sufficient to hold the pawl in engagement with the crown-Wheel, though, if desired, there may be more or less backlash to the teeth for this purpose, while the binding of the rod T caused by such weight prevents the lever i from releasing the rod or the latter from slipping downward and thus disengaging the bevel-gears. It will thus be seen that the operator elevates the trapdoor by the hand-wheel until it is nearly closed and then removes his foot from the pawl and his hands from the hand-wheel, if desired, and throws forward the leverP, thus causing the complete closing of the trap-door. This latter additional elevation of the trap-door takes the strain olf of the rod T and allows the pawl to drop bygravity out of engagement with the crown-wheel t whereby the rod T either at once oras soon as there is any jarring of the car moves downward, bringing the long arm of the lever 15 upward, and the bevel-gear becomes disengaged. The car is then in condition to be refilled and again dumped. The releasing of the rod T and its attached parts from connection with the trap-doors while the same is descending prevents the danger of breakage of any of those parts by the sudden starting or stopping of the same caused by the swing of the trap-door.

As hereinbefore alluded to, the inclined end of the fioor of the car may be made at such an angle that it is sometimes desirable to use additional means for facilitating the removal of the load. Such construction is shown in Figs. (3, 7, and 8, where the inclined end K is not so steep as in the preceding figures. By making the end less steep the car is enabled to hold more and other features of construction may be benefitted. In order that the load may be easily discharged from such an end, I provide the additional plate V, of substantially the same breadth and length as the inclined floor K and lying on top of the same, being pivoted at its lower end, as at o, to the lower end of the floor K. This plate I make,

preferably, of sheet iron or steel and brace it by T-rails or deck-beams 12, secured to its back side and extending from the pivot to the free edge of the plate, as shown. These bracing members normally rest upon the floor K. J ournaled in bearings w, secured on the rear or under side of the floor K, is the rock-shaft IV, to which is secured the rock-lever w and the cams 102. These cams extend through slots k, formed in the floor K, and engage with the back surface of the plate V. It will thus be seen that when the rock-lever w is depressed the cams 10 are swung upward and cause the plate V to approach a vertical position. The dotted lines in Fig. 6 indicate a position into which this plate is adapted to be swung by the mechanism just described. In such position the load resting upon it is caused to slide off by gravity without liability of sticking. It will be seen that as the plate V is just leaving the floor K, where the weight of the load upon it is greatest, the leverage which the elevating mechanism has is also greatest, while as the plate rises and is thus relieved of its load this leverage decreases. In order that no material shall pass back of the plate V and get behind the same when the car is being loaded, the top of plate V is bent over, as at 0 and rests upon the upper edge of the sloping end K, thus forminga cover to the opening between the upper face of the sloping end and the lower face of plate V.

In order that no material shall pass around the ends of the plate V and get behind the same when the car is being loaded or when the plate V is being elevated and in order at the same time to allow this plate to be raised without binding on the sides of the car, I prm vide strips Y, (preferably of rubber,) which are carried between the plate V and socketstrips '0 secured thereto on the back side of the plate, near the end edges thereof. Compression-springs y are held within these socketstrips and operate upon a rigid backing y, secured to the inner edge of the strip Y, to force the latter against the side of the car. These spring-pressed strips thus prevent material passing around the end of the plate V, while allowing same to be raised without binding against the side of the car.

The operation of the dump-car having the improvement described in the last two paragraphs is the same, so far as the trap-doors, &c., are concerned, as that heretofore described. After the trap-doors are released and the most of the load has fallen the handlever to is depressed and the plate V tipped upward, and the load which remains upon it is discharged. The hand of the operator is then removed from the hand-lever w, and the weight of the plate V returns the handlever and cams to their normal position.

Having thus described my invention, what I claim is 1. In a railway-car, a central longitudinal beam, a U -shaped bolt passing over said beam and a strut member beneath said beam held in place by said bolt, whereby said bolt serves the double purpose of binding said beam together and holding said strut member in place, in combination with a tie-rod leading from the central beam on each side of the strut member, down beneath such member, substantially as described.

2. In a railway-car, a central longitudinal beam, a U-shaped bolt passing over the top of said beam and having its ends projecting down through the same, a strut member having a flange at its upper edge through which said bolt projects and a tie-rod terminating in said beam at or near the upper side thereof and extending under said strut member, substantially as described.

3. In a railway-car, in combination, the two side beams a and a, a central beam D, the end cross-beam O, the cross beam c and the tie-rods I leading from the junction of the beam C and the beams a over the beam 0 and then joining together into a rod 2' which is secured to or near the central beam, substantially as described.

4. In a railway-car, in combination, the two side beams a and co, a central beam D, the end cross-beam O, the cross-beam c, the tierods I leading from the junction of the beam O and the beams a over the beam 0, and then I joining together into a rod '11, which is secured above or near the central beam, said two side beams and central beam and cross-beams being bound together by transverse rods 0 substantially as described.

5. The combination, with the bottom framing of a railway-car, of a pair of tie-rods which start at the corners of said framing and pass diagonally upward and diagonally inward over a beam and then diagonally downward and still diagonally inward and join together and then after passing beneath a strut, pass diagonally upward, and are secured to or near the central beam of the frame, substantially as described. I

6. In a railway-car, in combination, a bottom framing having a central beam trussed on its under side by means of tie-rods and strut members secured to the under side of said beam and other tie-rods extending from the corners of the frame inward and upward over a cross-beam of the frame and then downward and through an opening in the outermost strut member above the tie rods first mentioned and secured to said central beam or a part attached to the same beyond said strut member, substantially as described.

7. A car-body having a transverse vertical truss extending across the car directly over the king-pin of the truck, and consisting of the cross-beams c" and c, the cross-beam a the vertical posts J, and the tie-rods j extending diagonally from one corner to the opposite corner of said truss, substantially as described.

8. In a railway-car, a pair of side trusses having upper beams a a and lower beams a a, in combination with the cross-beam c between said side beams a a, the cross-beam 0 directly beneath said cross-beam c and extending under said side beams a a, the vertical posts J resting on the beam 0, the crossbeam 0 carried by the said vertical posts and extending into contact with said side beams a a, vertical tie-rods a extending on each side through one of the side beam-s a and one of the side beams a and through the cross-beam c, and the diagonal tie-rods j extending from the left-hand end of said cross-beam c to the right -hand end of said cross beam 0 and from the right-hand end of said cross-beam c to the lefthand end of said cross -beam 0 substantially as described.

9. In a dump car, in combination, a central longitudinal beam and plurality of strut members bolted to the under side thereof, tie-rods terminating at said beam comparatively near the ends thereof and extending down beneath said strut members, and trapdoors adapted to close the space between said central beam and the sides of the car, said trap-doors having straps which extend to said strut members and are hinged thereto by means of pins passing through said straps and strut members, substantially as described.

10. In a dump-car, in combination, a central beam, a trap door hinged thereto and adapted to close the space between the central beam and the side of the car when substantially horizontal, a segmental toothed rack secured to the under side of said trapdoor, a pinion meshing with the teeth of said rack, and means for rotating said pinion and thereby elevating said trap-door, substantially as described.

11. In a dump-car, in combination, a central beam, trap doors hinged thereto and adapted to close the space between said beam and the sides of the car, segmental racks secured to the under side of said trap-doors, shafts suitably journaled substantially beneath said beam and parallel therewith and having on them gear-pinions meshing with said racks, and hand-wheels connecting with said shafts and adapted to rotate the same, substantially as described.

12. In a dump-car, in combination, ahinged trap-door adapted to be elevated to close the car, a rotatable shaft, means for connecting the same with said trap-door whereby a rotation of the shaft causes the elevation of the trap-door, a gear on said shaft in mesh with a gear of a second shaft, a hand-wheel for operating said second shaft, and means for moving the gear on said shaft out of mesh with the gear on the first-mentioned shaft whereby said shafts are disconnected, substantially as described.

13. In a dump-car, in combination, a trapdoor, a shaft S, connections between said shaft and door whereby the rotation of the shaft causes the closing of the door, a shaft T journaled at an angle to said shaft S, intermeshing bevel-gears on said two shafts adapted to connect the same, means for rotating said shaft T, said shaft T being capable of a limited longitudinal movement in its bearings whereby the bevel-gears may be disconnected, and means for preventing said longitudinal movement, substantially as described.

14. In a dump-car, in combination, a shaft S adapted by its revolution to close the dumping member, a shaft T journaled at an angle to said shaft S and geared thereto, the crownwheel 15 on said shaft T having ratchet-teeth, the pawl U adapted to engage the said crownwheel and having a foot-plate u, and a hand wheel or its equivalent secured to said shaft T whereby the same will be rotated, substantially as described.

15. In adump'-car,in combination-,abracket c secured to the car, a shaft T journaled, in said bracket, and being rotatable therein and also slidable therein to some extent, a bifur cated lever 25 pivoted to said bracket and hav ing its end adapted to impinge against a col= lar t or an equivalent device on said shaft T and prevent longitudinal movement of the latter, the pivot of said lever nearly but not quite crossing the axial line of said shaft, whereby said lever is adapted to prevent longitudinal movement of said shaft in a direction from the collar i thereon toward the bracket 0 under certain conditions, or may be jarred loose from said engagement and thereby allow such longitudinal movement of said shaft, substantially as described.

16. I11 a dump-car, in combination, a central beam trussed on its under side, a pair of trap-doors hinged thereto and adapted to be elevated or swung downward and inward on their hinges, a strut member which acts as a strut for the lower chord of the truss of the central beam and has a journal-bearing for a longitudinal shaft to operate a trap-door and for a diagonal shaft to operate the longitudinal shaft, and means for securing said strut member to the central beam, substantially as described.

17. In a dump-car, in combination, an inclined end floor, an additional plate pivoted at its lower end to the floor at its base or to a point near thereto and free at its upper end, and means for swinging said plate on its pivot and thereby causing it to come into a more nearly vertical position, thus discharging the material resting on it, substantially as described.

18. In a dump-car, in combination, an inclined floor K, a plate V, pivoted at its lower end near the base of said floor and free at its upper end, and having its upper end adapted to project over the upper end of said fioor K, whereby material may be prevented from passing between the two, and means, acting upon the back of said plate, for elevating the same, and thereby discharging the material on it, substantially as described.

19. In a dump-car, in combination, the inclined floor K, the plate V, one or more cams 20 suitably journaled and bearing against said plate V and adapted by partial rotation to tip said plate into a more nearly vertical position, substantially as described.

20. In a dump-car, in combination, an inclined flooring K, a plate V, pivoted at its lower end near the base of said flooring and free at its upper end, a rock-shaft W journaled on the under side of said flooring K, one or more cams 10 secured to said rockshaft and projecting through a slot or slots 70 in said flooring against said plate V, and a lever w secured to said rock-shaft and furnishing means by which the same may be rocked, substantially as described.

21. In a dump-car, in combination, with the sides of the car, an inclined floor K, plate V pivoted at its lower end near the base of said floor and free at its upper end, the end strips Y carried by said plate V and pressed by springs against the sides of the car, substantially as described.

22. In a dump-ear, in combination, a plate V pivoted at its lower end and standing between the sides of the car and adapted to be elevated to facilitate the discharge of the load above the same, socket-strips c secured to the rear side of said plate V, strips Y held between said plate and socket-strips,and springs forcing the latter against the sides of the car, substantially as described.

23. In a dump-car, in combination, an inclined floor K, a plate V pivoted at its lower end 'near the base of said floor and free at its upper end, a plurality of bracing-strips such as T-rails or deck-beams extending substantially from the lower edge of said plate to the top thereof, and means for elevating said plate, which means act upon the back side of said plate between said bracing-strips, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

FRANK S. INGOLDSBY.

\Vitnesses:

HENRY II. CLARK, JOHN KINKAID. 

